Hydraulic clutch



April 6 1926. 1,579,540

M. B. JACKSON HYDRAULIC CLUTCH 7 Original Filed July 27. 1923 5 Sheets-Sheet l April 6 M. B. JACKSON HYDRAULIC CLUTCH 192 s 5' Sheets-Sheet 2 Original File d July 27.

April 6 1926.-

M. B. JACKSON HYDRAULIC CLUTCH Original Filed July 21' 1923 5 Sheets-Sheet 5 PE 3 q lllljlllllllgllylylllfl April 6 1926.

M. B. JACKSON HYDRAULIC CLUTCH Original Filed July 27 1923 5 Sheets-Shae? 4 rlllr lJv I. 0

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M. B. JACKSON HYDRAULIC CLUTCH Original Filed July 2'7. 1923 5 Sheets-Sheet 5 Hg m.|m||ll l|| fiw MM Rm L 5 I m m aw I II 8 H v QM. P an ,|ll 3 g I mm @m. g L w @w 6 M N 'IM Patented Apr. 6 19 26.

UNITED STATES PATENT OFFICE.

KAIJ'NSELL BOWEBS JACKSON, 0] 'IOBOlNTQ, ONTARIO, CANADA.

- muons (moron.

Original application filed July 27, 192$,Seria1 No.'854,180. Divided and this 29, 1924. Serial No. 758,717.

, To all 'uihom itnnag concern:

,of tho citfof- Toronto, in the county of I York, Province of Ontario, Canada, a subject of the King of Great Britain, have invented certain new and useful Improvements in Hydraulic Clutches, of which the following is a specification.

This invention relates to hydraulic clutches and-more particularly to that type used in automobiles in connection with change speed gearing such as disclosed in my Patent 15236 l8 of Jan. 20, 1925, the present application being a division thereof. The object of this invention is to provide a clutch of this character which may be easily operated and is compact. A further object is to provide simple and effective means for controlling the fluid entrance into and the exhaust from the clutch. Further obj ects I have in mind will hereinafter appear.

I attain my objects by means of the construction hereinafter more fully described and illustrated in the accompanying draw ings in which-- r Fig. .1 is a plan view of my improved clutch and gear box, partly in section;

Fig. 2 a longitudinal section of the same on the line 2*2 in Fig. 1, some of the fluid,

passages being shown in their incorrect positions to better illustrate their communications with other fluid passa es;

'Fig. 3 a side elevation 100 'ng at the left hand-side of Fig. 1;

Fig. 4 a transverse section on the line H in Fig. 1; p

Fig. 5 a section on the line 5-5 in Flg. 3; Fig. 6 a longitudinal section on the line 6-6 in Fig. 1;

Fig. 7 across section on the line 77 in Fig. 6;

Fig. 8 a Fig. 2;

Fig. 9 a section on the line 9-9 in Fig. 8; Fig. 10 a section on the line 1010 in Fig. 8;

Fig. 11 a section on the line 1111 in Fig. 8; Y

Fig. 12 an enlarged side elevation of the transmission shaft forward bearing show ing the first communicating means between the stationary parts and the revolving parts;

Fig. 13 a sectional detail of the pedal lever springs;

cross section on the line 88 in Fig. 14 a side elevation showing the brake operating mechanism, the brake actuating lever being shown diagrammatically;

Fig; 15 a plan view of the same; and

Fig. 16a detail in plan of part of the underside of the casing showing the fluid passages from the pumps.

In the constructions hereinafter described the various parts for operating the different mechanisms for obtaining the high, intermediate and low gear ratios are indicated by letters of reference h, i and 1 respectively. Similar parts in the difl'erent mechanisms have the same reference numeral after their reference letter so that the letter gives the key to the specific gear ratio mechanism the part is associated wlth and the numeral indicates the part.

1 isthecrank shaft of an engine; 2 is the transmission shaft'which is alined with the shaft 1 and is adapted to be connected to the driving wheels of a vehicle by any suitable driving connection; 3 is a countershaft, and 4 is the transmission casing in which the transmission shaft and countershaft are journalled. To the rear end ofthe crankshaft 1 a clutch is secured so that the latter also serves as a flywheel. The clutch comprises the clutch members 6, h, 1 and 2', the clutch rings k Z and 11 the clutch disks h Z and 2' and the annulus 7 (see Fig. 2) The clutch member 6 is provided with teeth adapted to mesh with the inion of an electric starting device (not s own) and also adapted for another purpose hereinafter described. Bolts 5 secure this clutch member to a flange formed on the crankshaft 1 and bolts 8 passing through holes formed in the clutch members and the annulus 7 hold these parts together. The clutch memhers-h, l and i are annular and, at one side of each member is formed an annular recess 9. The outer and inner walls of the recesses of 'the members M, Z and i are adapted to engage the peripheries and the inner surfaces of the clutch rings 7L Z and '5 respectively, whereby the latter may be moved longitudinally relative to the clutch members. Bolts 10 passing through holes formed in the clutch members and rings form a driving connection for the letter and guides on which they slide.

application filed December The clutch disks a l and a are S nnd on the transmission shaft 2 and sleeves Z axially moved thereon. The clutch faces of the 'disks Ii, l and i lie between the adjacent, clutch faces formed on the clutch rings h, Z and i and on the clutch members 6,

k and Z respectively. The clutch rings may be normally held out of engagement withthe disks bym'eans of the springs 11 disposed on each bolt 10. One end of each sprmg 11 engages a clutch ring and the other and engages the adjacent clutch member. From the above description it is evident that any one of the clutch disks may be given a driving connection with the corresponding clutch member by moving the clutch ring for that disk, against the pressure of its springs 11, towards its co-operating clutch member to frictionally engage the clutch faces of the disk between them. The means for accomplishing this will hereinafter be described.

The sleeve Z is journalled in a bushing 12 carried by the flanged bearing 13 which is secured to a transverse wall 14 formed in the transmission casing 4. In this sleeve is journalled the sleeve Z in which is journalled one end of the transmission shaft 2. The other end of this shaft is journalled in a bearing 15 carried by the rear end 4 of the casing4, which end is removably connected to the casing. On the ends of the sleeves #and Z which are remote from the disks i and Z are formed or secured the pinions 2' and Z respectively, which are meshed with the'gears 16 and 17 respectively. These gears are held from axial movement on the countershaft'3 and are journalled thereon, preferably by means of ball bearings. To give the gears a driving connection with the countershaft, the following construction is provided. The gears 16 and 17 are provided with ratchet teeth adapted to engage the ratchet teeth formed on the collars l8 and 19 respectively. These collars are splined on the eountershaft and are adapted .to be moved longitudinally thereon so that the ratchet teeth of each collar may be brought into engagement with the ratchet teeth on the adjacent gear as hereinafter described. .To normally 'hold the ratchet teeth on the collars out of engagement with the ratchet teeth on the gears the following construction 'is provided. The collars are provided with transverse pins 20 adapted to ass through slots 21 formed in the counters aft which is hollow. Plungers 22 slidably fitted in the bore of the hollow countershaft engage the pins 20. A spring 23, having its ends in engagement with the plungers, tends to maintain the pins 20 against the remote ends of the slots 21 and the ratchet teeth of the collars 18 and 19 out of mesh with the ratchet teeth of the gears 16 and 17. With this arrangement the pinions 71 and Z are always in mesh with the gears 16 and 17 respectively so that should the disks or Z drag against the clutch faces of their clutch rings or clutch mem-' bers, the gears will be rotated on the countershaft but no driving connection therewith will be established. l 4

- The countershaft is adapted to be cared to the transmission shaft as follows. pair of pinions 24 and 25 are keyed on the countershaft 3 (see Figs. 2 and 6), the latter pinion being meshed with an idler pinion 26 journalled in the rear end4 of the casing 4. A gear 27 splined on the transmission shaft 2 is adapted to be moved longitudinally thereon whereby the gear may be meshed with either the pinion 24 or the idler pinion 26. The pinion 24 is adapted to rotate the gear 27 inone direction, and thus the transmission shaft 2, to drive the vehicle in a forward direction when it is travelling on either low or intermediate speeds; and the idler pinion 26 is adapted to rotate the transmission shaft in the opposite direction thus reversing the direction of the vehicle. The pinions 24 and 26 are spaced sufliciently far apart to permit the gear 27 to be positioned between them-and not in mesh with either, thus forming a neutral position for the gear in which the transmission shaft will not bedriven by either of the pinions. To enable the gear 27 to be shifted into any one of its three positions as mentioned above I provide the following constructions. On the gear 1 form a hub provided with a peripheral groove 28 adapted to receive the forked ends of a shifter arm 29 carried on a shifter rod 30. holes31 and 32 formed in the casing 4. To actuate the shifter rod I provide the following means. A lever 33 is secured to a transverse shaft 34 rotatably mounted in a housing 35 which is securedto the top of the casing 4'. The housing also serves to cover an opening formed in the top of the casing .and through this opening passes a finger 36 secured to the shaft 34. The finger is formed with a rounded end adapted to engage the adjacent sides of a pair of lugs 37 formed on the shifter arm hub 29 which is secured to'the shifter rod 30. It will be noted that, the gear 27 is in its neutral posi- This rod is slidably mounted in tion relative to'the pinions 24 and 26 when I the lever 33 is in the upright position shown in full lines in Figs. 2 and 6, and it is ob- Y vious that when the lever is pushed forward 27 will be meshed with the pinion 24. To ensure the driver of the vehicle knowing when the gear 27 is in one of the desired positions, the shifter rod 30 is provided with three indentations 38 adapted to be engaged b'ya spring actuated pin 39 suitably carriedin hole formed in the casing 4 which hole communicatcswith the hole 32.. The pin 39 is formed with a round nose-which is,

adapted to lock the shifter rod from accidental movement and is adapted to ride over the sides of the indentations when force 1s applied, by means of the lever 33, to the shifter rod.

The transmission shaft may be driven at different gear ratios by the operation of the clutch disks k Z and -11 .as described, the disk It being adapted to form' a di-rcctdrive for the transmission shaft, whereby the latter is driven at the same speed as the engine .shaft-1, the disks Z and i being adaptedrto' form part of the-drive connection between the clutch and the transmission.shaft at a low and intermediate speed respectively,-

relative to the speed of the engine shaft. Before the drive connection between the low or intermediate gear disks and the transmission shaft is complete it is necessary to form,

.by means of either one of the collars 18' and. 19, a driving connection between the countershaft 3 and oneof the gears 16 and -17 as hereinbefore dcscribed'and to also shift-the gear 27 on the transmission shaftto mesh with either the pinion 24 or tl-le'reverse pinion 26, which pinions aredrivenby-thc countershaft as hereinbefore described.

.-To'actuate anyone of the clutchrin-gs' lzf', Z and i to frictionally engage its clutch disk k Z Or i respectively and to simul taneously move the collar 18 or 19,;t0 drive the countershaft, I provide means for sup plying fluid underpressure t-o actu-ate'these. p rts, which pressure fluid is controlled by means of a manually operated valve.

In the clutch members h, l and i. are formed, by means of annular grooves. the fluid chambers h", Z- and 2' respectively which communicate, behind the clutch ringsh Z and i ,'w1th the recesses 9 formed in.

these clutch members. In the annulus 7 and the clutch members are formed. the 'fluid passages h", Z and i which are radially disposed in the annulus and have their-outer ends axially disposed in the. annulus and have their'outer; ends axially directed toform passages through the clutch members M, Z and-i these passages terminate in the clutch members 6, h and l to form outlet .or exhaust passages for the fluid chambers hf, Z and i respectively. (See Figs, 2, ,8, 9, 10, 11 and 12.)? In opposite sides of the clutch members 113, Z? and 2' are formed. ports k Z ,..2' and k Z -and 71 which-com municate with the opposite .ends of the passages h, Z and i r'esp'ectively, and; each pair of theports k an'd 713;? and Z"; andi and i communicate Wit-h one another by means of one or'more openings 40, 41'and 42 respectively. These. openings also commumcate, by means of oneor more openings 40, 41. and 42",'with the chamber in", Z and 6 respectively. To permit the fluid to escape from the chambers h, l and i into the clutch casing 43, -which is suitably secured to the forward end-ofthetransmission casing- 4, the exhaust openings .40", 411'and42" are forincdin the clutch members 6, h and Z? respectively and these openings communicate with theouter or exhaust ends of the passages h,'Z and 71 respectively. From the abovedescrip'tion it will be noted that the ports h', 'l and, i, openings 40, 41 and 42, and 40*, 41 and 42 form communicating means with the inlotends of the passages 71., l and 2" respectively to' permit fluid to e ntcr the fluid chan'ibers and that the same openings, the port's hil and i theexhaust ends .of the passagesh", Z and i and the exhaust openings 40", 41 and 42 form communicatingmeans with the fluid chambers to permit the fluid tocscape therefrom.

. F romthis'it follows that the fluid en- I trance into or exhaust from each fluid chamber may becontroll'cd by openingand closingthe inlet or exhaust port;- This is accomplished by providing each of the pas port-and open the other port.

To normally drain the fluid chambers h, Z and 71 the springs 45. disposed on the stems 46 engage the valves 44 to .yieldingly maintain the valves in'position to establish between the inner or inlet ends of the pas sages N, Z? and 2' with a'slidably mounted vpist on val e.44 adapted to be moved longir .t'udinally ln the, passageto close oifeither passagesfand close off the communications sages h", Z and i and the ports h Z and i The springs 45' are: adapted to yield against ajcerta n fluid pressure exerted against the valves to permi-t anyone ofthe latter to be moved into engagement with its stem-'46 to form acommunica-tion' between the pressure ends of its passage and the inlet port in that passage-and to close off the exhaustport for that. passage, whereby the fluid pressuremay be exerted against the desired clutch rlng to'move it into frictional engage-- ment with its clutchdisk and thus drive thef latter. x f

Onthe' bearing 13'is journalled a helical gear 47 which lsprovid'ed'witha flange having a. peripheral notch formed therein 'adapted to receive a pin 48 secured to the annulus 7.. This pin and notchforms a drive connection for the gear 47 which is held against the side of the annulus by means of a-ring 49-secured to the latter, the ring being provided with an inwardly di-' rccted rimiadapted to overhang and engage 2' and passages h, 1 and 2 which passages form communications between the said grooves and the passages 11.", Z and z respectively. The annular grooves also communicate with ducts It, 1 and i formed in the bearing. 13, and these ducts communicate with passages it, Z and z' l ormed in the transverse wall 14. Th pin 48 and its notch also serves to position the gear so that its passages are properly alined with their passages in the annulus.

To supply the passages with fluid I provide the rotary gear pumps 50 and 5.1 (see Figs. 2, 3, 4, 6 and 7), the former pump being driven by the engine shaft from the gear 47 which meshes with a helical gear on the pump shaft 50, the latter pump being driven by helical gearing 52, one gear of which is secured to the transmission shaft 2 and the other to the pump shaft 51 With this arrangement a supply of liquid will be provided bythe pump 50 to operate the clutch when the engine is started, and the supply will be increased when the transmission shaft is rotated. In the transmission casing is formed a liquid chamber 53 having an opening formed in its upper wall through which opening the liquid, which has been previously poured into the casing, flows by means of gravity and passes through a suitably carried cylindrical screen 53 into the chamber 53 which communicates by means of the passages 54 and 55 with the inlet openingsof the pumps 50 and 51 respectively. The pumps are secured to the underside of this chamber and their outlet openings communicate with the passage 58 arranged longitudinally in the casing and with this passage communicates a short transverse passage 59 having a communica tion with a vertical passage 60. A safety valve 61 which maybe of any common type is fitted to the passage 59 and is adapted to spill the liquid, when a certain pressure is reached, into the oil chamber 53.

In some instances it is desirable to prevent the pump 51, driven by the transmission shaft 2, working against the other pump 50 when the direction of the transmission shaft is reversed to that of the engine shaft. For this purpose I provide a check valve 57 located in the passage 57. This check valve is adapted to only permit the pump 51 to 7 pump fluid when the transmission shaft is driving the vehicle in a forward direction.

To control the flow of liquid from the pumps a balanced'valve adapted tobe op erated by means of a pedal lever 63 is provided (see Figs. 1, 3, 4 and 5). In the valve body 64, secured to the side of the casing 4, is slidably mounted the hollow plunger 65 which is provided with a slot or slots 66 adapted to be brought into register with any desired one of a plurality ofannularf ports 72, 6 and Z- formedinthe valve body. The said ports communicate by means of the passages k, 71 and l? formed in the valve body withthe passages 71., i, and

Z respectively. The valve body is also proplunger is turned down to form a plurality of annular recesses 71, 72 and 73 which are separated by the collars or shoulders 74 and 75 formed on the plunger and adapted to engage the walls of the bore of the valve body. The recess 73 normally communicates with the liquid supply groove 69, and holes 69*, formed in the plunger, form communications between the recess and the interior of the hollow plunger, the collar 75 being adapted to prevent the liquid in the recess 73 from passing into the relief opening 68. The pressure of the liquid entering the recess 7 3 is equally exerted against the underside of the collar 75 and the upper side of the lower end of the plunger to provide a balanced valve. The slots 66 are formed in the collar 74 and the plunger is normally maintained, by means of a spring 76, in the high gear position shown in Fig. 4 with the slots 66 in register with the port 73 whereby the liquid may be forced through the passages 71%, h, duct h, groove h, passages h, and h" and thus move the valve 44'to permit the liquid to be forced through the port h openings 40 and 40 and into the fluid chamber h to act against the clutch ring k and force it to frictionally engage the clutch disk k and move the latter against the clutch face of the clutch member 6 and thus form a direct driving connection between the clutch and the transmission shaft 2. "When the plunger is pressed down against the pressure of the spring 76 to bring the slots 66 out of register with the port it the recess 71 is adapted to form a communication between the latter and the relief opening 67 whereby some of the liquid may be drained out of the said port and the passages communicating therewith. This permits the spring 45 to move the valve 44 into engagement with the stem it and thus re-establish the communication between the port it and the fluid chamber h to drain the latter into the clutch casin as hereinbefore described and thus permit the clutch ring it to return to its normal position assisted by the springs 11 and thus the' clutch disk it will be disengaged.

' It will be noted that the ports h Z i h, Z and i", and the openings 40, 41, 42; 40, 41

42 40", 41 and 42 are so located relative to the said chambers 'h, z and a that the ports and openings. This is accomplished y arranging the above ports and openings farther away from the centre of the clutch members than the fluid chambers, which en- I :ables the latter to be quickly and thoroughly emptied and also creates a vacuum therein which tends to draw the clutch rings to their normal position without the use of the springs 11.

The above method of centrifugally forcing the fluid from the fluid chambers is also very effective in removing any particles of dirt which have been separated from the fluid and lodged in the fluid chambers and exhaust. passages.

At various places in the clutch members openings 7 9 are formed therethrough for the purpose of draining any liquid in the clutch bring into the clutch casing. It will readily be understood that the liquid under pressure may be directed, by bringing the slots 66- into register with the port 11 or Z, through the various passages hereinbefore described, to form a drive connection between the clutch and the disk i or Z and that the disk will be immediately disengaged when the plunger is moved in either direction to the slots 66 out of register with the port. It will 'be noted that the recess 71 is adapted to also drain the ports and Z into the relief opening 67 a as the plunger is moved downwardly to cause the collar 74 to uncover these ports. When the plunger is rising from its lowermost position the recess 7 2 is adapted to form a communication between all the ports below the collar 74 and the relief opening 68 whereby these ports will be drained. To cause the supply of liquid to be passed gradually into the ports and to gradually cut off the, liquid sup ply and thus permit the clutch disks to be operated smoothly and without any jerking effect the upper edge of the collar 74 adjacent the slot 66 is chamfered as shown in Figs. 4 and 5 to cause a gradual opening and closing of the ports.

To simultaneously actuate either one of the collars 18 or 19 to form a drive connection between its gear 16 or 17 and the countershaft 3 when the intermediate or low speed clutch disk 2' or Z is given a driving connection with the clutch, as hereinbefore described, I provide the following means (see Figs. 2, 3 and 4). The countershaft is. journalled, preferably by means .of ball bearings carried in a member 77, secured in the transverse wall 14, and in the rear end 4 of the casing 4. Within the opposite ends of the hollow countershaft, are suitably guided the stems '21" and Z of the plungers 71 and Z The inner ends of these stems are adaptedto engage the transverse ins 20 ana" helf"1uagerhesitates mounted in the cylindrical chambers i" andbetween the passage 2' and the passage i formed in the valve body .64. A passage Z formed in. the rear end 4 and in the casing 4 forms a communication between the passage 2 and the passage l which communicates with the valve body as hereinbefore described. From this it follows that when the slots 66 in the plunger are in register with the port 11 the liquid from the pumps will flow through the port, passages 21 i andi and into the chamber i to force the plunger 2' to axially move the collar 18 and engage the ratchet teeth thereon with the ratchet teeth on the gear '16 and thus form the drive connection'between the latter and the countershaft 3 as hereinbefore described. When the plunger 65 is moved to break the communication between its, slots and the above port,'the latter will communicate with one of the recesses 71 or 72 to drain off ,sufiicient liquid to permit the spring 23 to move the collar to disengage the ratchet teeth as hereinbefore described. It is obvious that when the slots 66 are in register with the port Z the liquid will mo 4 flow through the port, passages Z 31 and 1 nto the chamber 1 to force-the plunger Z to actuate its collar 19 in the same manner as the collar 18 is actuated. In an ordinary vehicle having the type of change speed gears, clutch pedal and brake pedal commonly employed, when the engine stops, or 1618 necessary to change gears while climbing a hill, there is a great possi-- the side of the cas1ng4 (see Figs. 4, 3 and passage 6 formed in'the casing 4 and the valve body 64 is adapted to form a communication between the groove 6 formed in the valve body as hereinbefore described, and the forward end of the interior of the brake cylinder. A vent opening 25 formed in the casing 4 forms a communication between the rear end of the brake cylinder and the clutch casing to prevent any back pressure being set up in the rear end of the cylinder. In the cylinder is off the brakes.

springs 84.

slidably mounted a plunger (not shown) to which the plunger rod 81 is connected. The rear end of the plunger rod 81 is connected with the brake actuating levers 83 (shown diagrammatically in Fig. 14). These levers are connected to the brake rods 82 which are connected with arms 82 secured on a transverse shaft 82. This shaft is suitably mounted on the underside of the vehicle chassis (not shown) so that it ma be oscillated to rock the arms 82" to app y or hold To normally apply the brakes, springs 84 connected wlth a suitable stationary part and with arms 84 secured to the shaft 82", are provided. The plunger rod 81 is connected to one of the arms 84' so that a rearward movement of the former will rock the arm and thus the shaft 82 to hold ed the brakes. Referring to Fig. 4, it will be noted that the recess 73 normally communicates with the groove 6 thus the liquid from the pump is directed through the passage 6 into the forward end of the cylinder 80 thus forcin the plunger rod 81 rearwardly against the tension of the From this it follows that should the engine and car stop or the engine stop and the car run backwards the fluid pressure drops to permit the springs 84 to apply the brake, or should the plunger 65 be depressed sufliciently to close, by means of the collar 7 5, the communication between the recess 73 and the groove 6 (as shown in Fig. 5) the recess 72 will be brought into communication with the groove 6 to permit the springs 84 to automatically force the liquid in the cylinder through the relief opening 68 'and apply the brakes.

From the hereinbefore described arrangement for driving the pumps 50 and 51 it will be noted that while the vehicle is traveling in a forward direction both pumps are normally pumping liquid from the liquid chamber 53'into the valve body 64 and thus into the brake cylinder 80 to hold off the brakes. It is obvious that when a vehicle, in trying to climb a hill, begins to back down the latter the traction of the rear wheels revolves the transmission shaft in the reverse direction. This also reverses the direction of the rear pump 51 and causes the latter to pump the liquid from the brake cylinder 80 into, the liquid chamber 53, thus permitting the springs 84 to apply the brakes. To facilitate the automatic operation of the brake the check valve 57*, hereinbefore referred to, is not used when the device is applied to automobiles.

To hold off the brakes when it is desired to move the vehicle, without starting the engine to supply fluid to the brake cylinder, I provide an auxiliary manually operated brake lever 108 (see Figs. 14 and 15). This lever is connected by means of a flexible connection 109 with a lever 110, the latter being adapted to engage one of the arms 84 to rock the transverse shaft 82" against the tension of the springs 84. A dog 111 pivoted on the lever 108 is adapted to engage a shoulder 112 formed on the underside of a quadrant 113 to releasably lock the lever in position for holding the brakes off. This dog is adapted to be positioned for engagen'ient with the shoulder 112 by the following means. A rod 116 suitably secured to the dog is guided in a lug 117 on the side of the lever 108 and is pivotally connected with a pivoted hand grip 118 connected at the upper end of the lever. To tend to hold the dog out of engagement with the shoulder 112 a spring 119, disposed on the rod 116, engages a collar 120 formed on or secured thereto and the lug 117. With this arrangement when it is desired tohold off the brake the lever 108 is moved to release the tension of the springs 84 from the brake rods 82 and to also position the dog for engagement with the shoulder 112. The hand grip is then rocked relative to the lever and against the spring 119 to move the dog into engagement with the shoulder, the springs 84 tending to maintain the parts in their locked positions.

To prevent the brakes being held off by the lever 108 when it is desired to apply them by the operation of the foot pedal lever 63, as hereinbefore described, the latter is provided with a projection 114 adapted to engage one end of a lever 115 to rock the lat-- ter to throw the dog out of engagement with the shoulder 112. This is accomplished by arranging the end of the lever 115, that is remote from the projection 114, to engage the collar 120 on the rod 116 to depress the latter and thus assist the spring 119 to disengage the dog from its shoulder. Preferably the projection 114 and the lever are so arranged relative to one another that the former will engage the latter when the pedal lever 63 is being pushed downwardly into neutralposition.

From the description hereinbefore mentioned it is obvious that by moving the lever 33 to its neutral position the driving connection between the countershaft 3 .and the transmission shaft 2 will be disconnected, but as the pedal lever 63 is normally in high gear position it is also necessary to provide means for automatically relieving the fluid supply from the pump to the portion of the clutch controlling the direct drive, otherwise theengine shaft remains in direct, connection with the transmission shaft, when the- .ing 43.

hole 31. .A passage located directly opposite the passage 60*, forms a communication between the hole 31, and the clutch cas- In the shifter rod is formed a transverse opening 60 adapted, when the gear 27 is in its neutral position with the lever 33 in its upright position, to register with and form a communication between the ends of the passages 60 and 60 whereby the liquid from the pumps will be spilled into the clutch casing. \Vhen the shifter 'rod is moved in either-direction the opening 60 is moved out of .COlllllltllliCitlZlOll with the passages 60 and 60 and the shifter rod is adapted'toclose off the former passage so that the liquid from the pump will be directed through the branch 60 ofthe feed passage 60' into the valve body 61 as hereinbefore described.

The spring 76 hereinbefore mentioned en gages the lower end of the plunger Y and the lower end of a pocket carried by the valve body 64:. 'This pocket and the lower end of the valve body areadapted to be drained by means of a relief opening 86 communicating therewith and with the clutch casing. The liquid drained into this casing. from the various relief openings hereinbefore described, is transferred to the transmission casing 4 as follows. A channel shaped trough 87 is curved to lie adjacent the teeth on the flywheel'or clutch member 6 so that the rotation of the latter will form a splash feed and carry the liquid up thetrough which is provided with a lateral portion 87 leading into a duct 88 which communicates with the two casings above the level of the liquid.

The plunger 65 is actuated by means of the pedal lever 63 which is secured to a sleeve 89 rotatably mounted on the transverse shaft 34:, the lever being provided with a lateral projection 90 adapted to engage the upper surface of the plunger (see Figs. 1, 3, 4 and 7). To vertically adjust the upward movement of the plunger relative to the valve body 64 so that the slots will normally register with the port It, a bolt 91 having a pivotal connection with'the casing 4 is provided (see Figs. 1, 3 and 13). The leveris provided with a laterally extending boss 92 on which is rotatably mounted a sleeve 93, forming a bearing surface for the boss, these parts being formed with openings adapted for the passage of a sleeve 94 therethrough. The sleeve is disposed on the bolt 91 and isprovided with a flange or washer on its upper end adapted toengage the upper side of the sleeve 93. A nut threaded on the upper end of the bolt engages this flange and limits the upward movement of the lever and thus the plunger. To assist the spring 76 in raising the pedal lever I provide a compression spring'95 which engages the flange of a flanged collar 96 slid- From this it follows that as the lever is depressed the springs 7 6 and are compressed j and to indicate to the operator when the plunger 65 has been depressed into neutral position in the valve body, with the slots 66 Cit elow the port 'Z -{a spring 98 is provided.

This spring engages a nutv 99 threaded on the lower end of the bolt and a collar 100 slidable-on the bolt. The collar normally engages the lower end of the sleeve 9-1 and is adapted to be engaged by the collar 96 when the lever'is depressed a sufficient distance whereby the spring 98 is picked up just before the collar 7 5 closes off the groove 6 to apply the brakes as hereinbefore cle-v scribed.

To give an indication to the operator when the plunger 65 has been depressed into intermediate or low gear positions a depending finger 101 is provided which is se cured to the sleeve 89 on which the pedal lever 63 is secured (see Figs. 3 and 7). On the lower end of this finger are formed a pair of slight projections over. which an anti-friction roller, carried by the arm 102, is adapted to pass when the slots 66 inthe plunger are being moved from the port h to the port 12 and from the latter to the port Z or V1C6. versa. The arm 102 is engaged by a spring 103 which maintains the roller in engagement with the lower end of the finger whereby a click is made when the pedal lever is moved and the projections swing the arm to allow the spring to return the roller against the lower end of the finger.

To prevent the plunger 65 being moved to either the high gear or intermediate gear positions while the vehicle is travelling in a reverse direction I provide an arm 104 (see Figs. 1, 3 and'l). .This arm is secured to the operating lever shaft 34 and is adapted by engaging a stop on the lever 63 to limit the upward movement of the latter when the lever 33 is in its reverse position indicated at R in Fig. 2. Preferably the stop is formed as an adjustable screw threaded inthe lug 105 formed on'the side of the lever 63 and is adaptedto prevent the slots 66 in the plunger 65 from registering with the intermediate or high gear ports 2' and h respectively The journals mounted in the bearing 13 are oiled by a passage 106 communication therewith and with the passage 58, the passage being restricted by means of a plug 107 having a small opening therethrough.

Assuming the engine is running and the lever 33 in.neutral position and it is desired to drive the vehicle in high gear the mode of operation is as, follows. The pedal lever 63 is first pushed down to the neutral or brake the spring 98 is picked up and the lever 33 is pulled rearwardly to shift the shifter rod 30 and mesh the gears 27 and 24 and to also close off the branch 60 of the liquid supply passage 60 and cause the latter to supply the plunger 65 with liquid; The pedal lever is now gently released to permit the springs 95 and 76 to move the lever and the plunger upwardly and thus briug the latter into its position for driving the vehicle in low gear in which. position it is held until the vehicle -moves off. The next step is to further release the foot pedal to permit the plunger to rise to its position for driving in intermediate gear and this posit on 1s indicated 'by'the click device hereinbefore described.

The foot pedal is fully released to allow the plunger to rise into high gear position and the plunger is normallymaintained .in this position by the springs 76 and 95 holding the lever against the flanged sleeve 94 as hereinbetore described. Assuming it is desired to apply the brake the pedal lever is pushed down .to depress the plunger pastthe intermediate and low gear positions, and the neutral position where the lever picks up the spring 98 and into the position for cutting off the supply of liquid to the brake cylinder. To reverse the direction of the vehicle the plunger is .flrst held in neutral or brake'position and the lever 33 shifted to its reverse position and then the plunger is released into low'gear position where it is held from further upward movementby the arm 104 as hereinbefore described.

What I claim is l. A fluid operated clutch including a driving member having a.-fluid passage and having a fluid chamber and having inlet and exhaust passages the inlet passage communicating with the fluid passage and with the fluid chamber, the exhaust passage'forming a communication between the fluid chamber and the exterior of the. clutch; and a valve adapted to be moved in one direction to'open the inlet passage'and close the exhaust pas-.

sagewhen the fluid pressure rises above a v predetermined point and to be moved in the opposite direction to close the inlet passage and open the exhaust passage when the said pressure drops below a predetermined point. 4 Y

2. A fluid operated clutch including a plurality of driving members having a fluid passage formed therein, one of the members having a fluid chamber and inlet and exhaust ports formed therein, the ports being arranged on the opposite faces of the driving member, one port being adapted to commu'nicate with the fluid chamber and with the fluid passage, the driving member adjacent the exhaust port being provided with an exhaust opening communicating therewith and 'With the exterior of the said member; and a piston valve slidably mounted in said passage and adapted to control the inlet and exhaust ports. I

3. A-fluid operated clutch including a plurality of drivin members having a fluid passage formed t erein, one of the members having a 'fluid chamber. and inlet and exhaust ports formed-therein, the ports being arranged on the opposite faces of the driving member, one port being adapted to com- .municate with the fluid chamber and with the fluid passage, the driving member adj acent the exhaust port being provided with ;an exhaust opening communicating therewith and with the exterior of the said member and a piston valve 'slidably mounted in sai passage; and means for normally maintaining the piston valve in position to close the inlet port and open the exhaust port.

4. Afluid operated clutch including a driving member providedwith an annular recess and an annular fluid chamber communicating therewith and having a fluid supply passage and an exhaust opening formed therein, the said Inemberbeing also provided with an inlet port communicating with the said supply passage and the chamber and also withv an exhaust port communicating with the chamber and the exhaust opening; and a.piston valve slidably mounted in the said passage adapted to normally close the inlet port and open the exhaust port, the said passage, ports and the exhaust openingbeing so located relative to the fluid chamber that the centrifugal action .ot the fluid in the latter-tends to force the fluid through the exhaust port and the ex haust opening.

5-. A fluid. operated clutch including a driving member having a fluid passage .formed therein and having a fluid chamber and having inlet vand exhaust passages formed therein, the inlet passage communieating with the fluid passage and with the fluid chamber, the exhaust assage forming a communication between he fluid chamber and the exterior of the clutch; and means controlled by the rise and fall of the fluid pressure in the fluid passage to open and close the inlet passages and close and open the exhaust passages respectively. 4 6. A fluid operated clutch including a driving member provided with 'f1""""fnnnlar fluid chambercommunicating therewithand having a fluid supply passage anex- 'haust opening formed therein, the 'sai'dmeim the exhaust opening being so located relative to the fluid chamber that the centrifugal action of the fluid'in the latter tends to force the fluid through the exhaust port and the exhaust opening.

7. A clutch including a'driving member provided with an annular recess having in--' let and exhaustforts communicating therewith and form 10 municating with the fluid supply passage 7 and having its outer end axially disposed and'communicating with theinlet and exhaust ports, the member'having an exhaust opening radially directed through its periphery and communicating with the axially disposed passage; and means for controlling.

theinlet and exhaust ort's.

8. A fluid operate clutch including a clutch member. having a fluid chamberya fluid supply passage; a fluid passage adapt ed. toform a communication between the fluid chamber andthe exterior of the clutch or the fluid'supply passage; and means for establishin the communication-between the fluid cham er andthe fluid supply passage" and for breaking the communication e-' tweenthe fluid chamber and the passage:

leading to the exterior of the clutch when the fluid pressure rises above a predetermined point, the said means being adapted to break the communication between the fluid chamber and the fluid supply passage and to establish the communication between the fluid chamber 'and the passage-leading to the exterior of the clutch when-the fluid pressure drops below a predetermined-point.

9. A fluid operated clutch. including a member having 'a fluid chamber; 'a fluid supply passage; :1 fluid passage directed radially from the fluid chamber and adapted to form a communication between the-latter and the exterior of the clutch or the fluid supply passage; and means for establishing .the'communication between the fluid chamher and the fluid supply passage and for breaking the communication between the fluid chamber and the passage leading to the exterior of the clutch when the fluid presure rises above a predetermined point, the said means being adapted to break the communication between the fluid chamber and the fluid supply passage and to establish the communication between the fluid chamber and the passage leading to the exterior of the clutch when the fluid pressure dropsbelow a predetermined point. Signed at Toronto; Canada, this 2nd day of July 1924. p

MAUNSELL BOWERS JACKSON. 

